Railway-switch.



No. 761,031. I PATENTED MAY 24, 1904. 1.11.0LARK.

RAILWAY SWITCH. 4

APPLIOATION-PILED JAN. 13, 1904.

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110.761,031. PATENTBD MAY24,1904. J. H. CLARK.

RAILWAY SWITCH.

APPLIOATIUN FILED JAN. 13. 1904.

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PATENTED MAY 24, 1904.

"J. H. GLARK. RAILWAY swITcH. APPLICATION FILED IAN. 13, 1904.

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PATENTED MAY 24, l 904.

J. H, CLARK. RAILWAY SWITGH.

APPLICATION FILED JAN. 13, 1904.

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PATENTED MAY 24, 1904.

J. H. CLARK. RAILWAY SWITCH. AAPPLIoAxlsIoN FILED un. 1a. 1904.

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A TTOHNEY @Maw i UNITED STATES Patented May 24, 1904.

PATENT OEEICE.

JAMES H. CLARK, OF RICHMOND, VIRGINIA, ASSIGNOR OF ONE-HALF TO FRANK M. THOMPSON, OF RICHMOND, VIRGINIA.

RAILWAY-SWITCH.

SPEGIFICATION forming part of Letters Patent No. 761,031, dated May 24, 1904.

Application led January 13, 1904. Serial No. 188,883. (No model.)

T (MZ whom t may concern.-

Be it known that I, JAMES H. CLARK, residing at Richmond, in the county of Henrico and State of Virginia, have invented certain new [and useful Improvements in Railway- Switches, of which the following is a specication. y

My invention relates to improvements in that class of railway-switches in which the switch tongues or rails are normally held to a closed position and joined with mechanisms adapted, when set by the switchman, to shift said switch-tongu es to bring' them into a proper alinement with the siding-rails, and in which I5 the manual setting of the said switch-tongues is automatically maintained until the last truck of the last car of the train has passed over the switch, and in which mechanism is also included a means for automatically returning the switch to its closed or normal position after the train has passed thereover.

Primarily my invention seeks to provide a switch mechanism of the character stated of a compact, simple, economical, and stable construction, in which the parts are especially combined to operate in an effective manner in all kinds of weather and in`which the manual setting of the switch by the switchman can be swiftly, safely, and conveniently done.

My invention in its generic nature comprehends an improved arrangement of Switch mechanism which embodies a presser-bar disposed adjacent the track to be engaged by the car-wheels, manually-operated devices for throwing the switch tongues or rails in one direction, spring-actuated means combined with the presser or controlling bar for returning the switch devices to normal position, and a counterbalance or cushioning meansA ar- A ranged for offsetting the car-pressure on the presser or controlling bar, whereby to relieve the entire sw itch-setting mechanism from danger of breakage under the ordinary operation thereof. Y y

My invention also comprehends an improved construction of parts which includes a single bearing-plate joined with the tracksupports to which all connections for the switch-setting mechanism are connected and which is especially designed as a compensating means for the expansion and contraction of the parts by reason of varying temperatures and whereby to avoid irregular contraction or expansion of the different parts connected with the said single bearing-plate. Y

Anotherand essential feature of my invention consists in the provision of a special form of dash-pot or cushion connected with the switch-throwing mechanism and designedto prevent the quick return of the parts dur- O ing their automatic action and to reduce the danger of breaking or disarranging the said Y parts to the minimum.

My invention also embodies a special connection ofthe spring devices for returning 55 the switch-blades to their normal position and the manner in which they are connected to the switch-throwing mechanism whereby to permit of shifting the switch-blades by other than regular action without affecting the regular switch-setting devices.

Another object of my invention is to provide a peculiar correlation of what is hereinafter termed the presser or controlling bar and the rail, whereby a clearance is provided between the meeting edges of the bar and the rail to allow articles on the track to drop down between the said bar and rails out of the way, l special provision being also made for holding the upper face of the presser-bar below the 8O faces of the rail under ordinary or normal conditions, whereby when the main-,line track is closed the said presser-bar is held in a position out of engagement with the passing car-trucks.

In its more subordinate nature my invention 8 5 consists in certain 'details of construction and peculiar combination of parts, all of which will hereinafter be fully described and speciiically pointed out, and illustrated in the accompanying drawings, in which-- Figure l is a perspective View of my switch mechanism, the switch being shown set for the switch-track. Fig. 2 is a top plan view showing the switch set to its normal or closed position. Fig. 3 is atop plan view showing the 95 switch open for the siding-tracks. Fig. 4 is a side elevation of the same, the parts being in the position shown in Fig. 2. Fig. 5 is a side elevation of the parts shown in the position illustratedin Fig. 3. Fig. 6 is a side elevation, on an enlarged scale, of the parts shown in Fig. 5, the presser or controlling bar being illustrated as above the track, a position it assumes during the manual shifting of the switch to its open position. Fig. 7 is a plan view, partly in section, of the manually-actuated mechanism for throwing the switch to its closed position.

Fig. 8 is a horizontal section taken practically on the line 8 8 of Fig. 11. Fig. 9 is a horizontal section on the line 9 9 of Fig. 11, the parts being shown in the position they assume when the switch is at its closed or normal position. Fig. 10 is a view similar to Fig. 9, the parts being in the position they assume when the switch is to its open or side-track position. Fig. 12 is a horizontal section of the cushion or bumper devices connected with the presserbar hereinafter explained. Fig. 13 is a detailed view of one of the toggle members hereinafterreferred to. Fig. 14isatran `verse section of the connection above the switc i-tongue and the buffer-spring devices that cooperate therewith, taken substantially on the line 14 14 of Fig. 2.

The normal or ordinary position of the several parts of my improved switch mechanism is shown in Figs. 2 and 4, and the position of the said mechanism to bring the siding-tracks C- C into alinement with the main track A A is shown in Figs. 1, 3, and 5. By referring now more particularly to Figs. 2 and 3 it will benoticed that the main-line tracks A A, the side tracks-C C, and the switch tongues or rails B B are cooperatively arranged in the usual manner, and the switch tongues or rails B B are joined by a transverse bar 1, which is formed with pendent brackets 1a 1, (see Fig. 14,) in which is mounted a transverselydisposed throw-rod 2, about which is coiled a stout spring 3 of the usual arrangement. The bar 1 has a limited movement in the direction indicated by a', Fig. 2, against the tension of the spring 3 to permit the switch-tongue moving over to the position shown in Fig. l should a car come up from the siding-line in the direction indicated by the arrow y, whereby to adjust the said switch-tongues by pressing them over to allow for the free passing of the car or train inthe direction indicated without affecting the regular operation or position of the switch mechanism hereinafter explained. 4 designates a shifting rod, which is disposed at right angles to the track and whoseinner rnd 4u pivot-ally connects with the throw-rod 2 (scc Fig. 14) and whose outer end passes through an aperture (Z in the lower end ofthe housing D, which is in the nature of a circular casing and which is located adjacent the track in transverse alinement with theends of the switch tongues or blades. The outer end 4h of the rod 4 extends within the casing across its central axis when the parts are in their normal position, (see Fig. 8,) and the said end pivotall y joins, as indicated at 4X, with the short arm e of an obtuse-angle lever E, horizontally disposed with respect to the casing and pivoted on the axial line of the said casing for reasons presently stated. The long arm e of the lever E has a vertical stud e2, and the said stud projects and extendsl into a segmental slot f in a horizontally-disposed annularly-grooved disk F, mounted on the lower end of the shaft G, journaled in the standard (Z2, the base of which forms the cap or top plate of the casing D. To the upper end of the shaft G is detachably connected a semaphore-blade H, provided with the usual safety and danger faces.

So far as described it will be readily apparent that under the normal setting of the switchtongues, which is effected by the buffer-spring 2, that draws the rod 4 outward in the direction indicated by the arrow in Fig. 8, the lever E will be held from turning backward#- that is, in the direction opposite to that shown by the arrow @#by reason of the stud e2 being swung against the said rod 4, as clearlyv shown in Fig. 8. When movement is applied to the lever E to swing its end e in the direction indicated by the arrow a' a', the rod 4 is moved outward to open the switch-blades, (sce Fig. 10,) and the said movement of the lever E is effected as follows:

Mounted on that part of the shaft G that projects above the standard (Z2 is a hub I, provided with a crank-handle t', which handle under the normal position of the switch mechanism is disposed as shown in Fig. 2 and is held from turning farther in the direction of the arrow 1() by the stop-lug t" on the top of the standard cl2, as shown'.

At one side the casing D has an opening d3, in which is journaled a chain-sheavc j', over which passes the chain J, the upper end of which passes onto the grooved disk F and is secured thereto, while the lower end thereof is connected yto the weight K, which is in the nature of a plunger that -snugly lits in the tubular socket D', pendent from one side of the casing D, and whose lower end is closed. rlhe socket D acts as a dash-pot for the plungerweight K, whereby to cushion said weight K as it drops to overcome sudden jars or shocks to the switch mechanism when the same automatically returns to its normal position.

So far as described it will be readily apparent that by turning the crank-handle from the position shown in Fig. 2 to the position shown in Fig. 3 the disk F will be rotated the distance of the slot f before the said studpin e2 is engaged and the position of the lever' E changed from that shown in Fig. 8. This initial movement of the disk F in my construction of switch mechanism is utilized for setting the presser-bar L, which is engaged by the passing train and which through the peculiarly-arranged connection that joins it with the manually-shifted disk F holds the IOO IOS

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said disk, the throw-rod 4, the lever E, and the switch-tongues to their manually-shifted position so long as there is pressure on the bar L from the passing train.

The presser-bar L, the general arrangement of which is clearly shown in Fig. l, is in the nature of an angle-bar, and in normal position its upper or tread face is in a plane slightly below that of the adjacent track-rail, (see Fig. 4,) and its edge Z is sufficiently separated from the said adjacent track-rail to leave an intervening space s (see Fig. 2) for the escape of dirt, sand, or other particles that may be upon the track-surface down between the rail and the presser-bar L. The bar L is mounted upon a series of bell-crank levers or toggle members M M, the long arms .m of which are fulcrumed to the sides of the bar L, while the short arms m are pivotally connected with the rods or bars N N, disposed parallel with the bar L, as clearly shown in Figs. 2 and 4, and which are joined with each other at a point about midway the bar L by a coupling-piece O, (best shown in Fig. 12,) which piece includes a socket member o, that receives the end p of the bar-throwing leverP, the outer end of which is pivotally connected to the rod Q, that extends forward and has its end q projected through a slot (Z5 in the casing D (see Fig. 1) and 'which pivotally joins with the under face of the disk at a point intermediate the fulcrum of the lever E and the stud e2, as clearly shown in Figs. 9 and l0. The weight of the presser-bar L under normal conditions is counterbalanced by a suitable cushioning device, preferably in the nature of a Vspring R, mounted within a tubular socket S in the casting S and disposed about a rod T, having a buffer-head t at the rear end and coupled at the front end to the'lever P adjacent the. point of its connection with the socket-piece O, andto overcome undue pressure or a too sudden jar on the said presser-bar when the train-truck engages it I provide an auxiliary cushioning device which is in the nature of a very strong buffer-spring U, located within a socket S2 in the casting S, disposed parallel with the socket S and which is mounted on a stout shank V, that carries a buffer-plug fu at its rear end and has its front end also `pivotally joined with the lever P.

Wv designates a metal bearing-plate or basepiece that extends the full length of the presser-bar under the rail adjacent the said presser-bar, and the said plate has pendent brackets w, to which the several bearing crank or toggle membersM are fulcrumed, and upon the said plate N is also mounted the socketcasting S and to which is connected a bracebar Y, that is also fastened to the casing D shown. By mounting the presser-bar-supporting toggles vor levers M and the socketcasting S upon a single metal base-piece it follows that the contraction and expansion of theu several parts described will by reason of being mounted on a single bearing-plate, as stated, be uniform, and danger of irregular or undue strain on the different parts during expansion or contraction will be reduced to the minimum.

From the foregoing description, taken in connection withthc accompanying drawings, it is believed the complete operation and construction of my invention will be readily understood. Assuming the mechanism to be in 7 5 normal position, as shown in Fig. 2, and the train to be going in the direction indicated in Fig. l and it is desired to shift the train from the siding-track C C, the switchman turns the handle c' in the direction indicated by the ar--So row in Fig. 3. During the first part ofA the movement of the handle c' the disk F is turned in the direction of the arrow in Fig. 7, and in so moving it draws up the plunger-weight K and at the same time pulls the rod R for- 8 5 ward, which actuates the lever V, which in turn thrusts the rod N N, which actuates the crank-levers M M to raise the presser-bar up to a point above the track. (Seo Fig. 5.) When such position of parts is effected, the 9o disk F has been turned the limit of the length of its slot f, and during the finish of its movement in the direction indicated by the arrow in Fig. 7 it engages the stud e2, and by reason of such engagement it swings the lever E around in the direction-of the arrow .fr .fc until the said levers assume the position shown in Fig. 2, at which time the action of the lever E through the rod 4 has shifted the switchtongues and set them to a line with the sidingtrack C C, as shown in Figs. l and 3, and'when such action of the parts E and 4 occurs the presser-barwillnow be drawn in the opposite direction, and the lever P` the rods N N, and the toggle-levers M M will then be shifted to lower the presser-bar to the position shown in Fig. 5, at which position the said bar will IOO 4be held so long as the last truck of the train IIO This initial motion is provided to compensate for any lost motion of the presser-bar-setting devices and to positively lift the bar L toward its car-wheel-engaging position before acting directly on the switch-blade. This feature of my invention is an advantageous one in that itprevents any sudden jar or undue strain on the parts that might occur were the switchblades set inv advance of or simultaneously with the first shifting of the presser-bar. After the train fully leaves the bar L and the pressure thereon is relieved the plungerweight K returns the disk F to its normal position, which then draws the rods 4 and Q to their normal position and returns the switchblades to the position shown in Fig. 2 and the bar L, (shown in Fig. 4,) which operation is effected in an easy but positive manner by the counterpoise K and without undue jar, as the said poise K while it descends within the tubular socket D compresses the air beneath it, which compressed air then cushions the fall of the poise.

I am aware that switch mechanisms have heretofore been provided which are held to the set position by the passing train and arranged to automatically return to a normal position. My invention differentiates from what has been provided in this line, so far as I know, in the peculiar correlative arrangement of the presser or controlling bar, that is held to its manually-shifted position by the passing car, and its cooperative connection with the hand shifting means, that are joined directly with the switch-tongues, and in the peculiarly-combined lever devices, that are controlled by a single hand-setmember, which devices have an initial motion for overcoming the lost motion of the parts that connect withv the presser or controlling bar, and a final motion serves to act simultaneously on the switch-,throwing rod and the controlling-baractuating means, my invention-also differing,

from what has been heretofore provided in the special means for cushioning the normal and the abnormal weight of the presser-bar on its supporting` ineans'and in the sundry details and combination of parts specified in the appended claims.

Having thus described my invention, what I claim, and desire to secure' by Letters Patent, is-

1. An automatic-closing switch mechanism, which comprises. in combination with the switch-tongues and the shifting rod connected therewith, a controlling member located adjacent the main track and adapted under one of its adjustments to be engaged by the carwheels that pass over it, and a manually-actuated means for setting the switch-tongues having differential movement, adapted under the initial motion thereof to begin setting the wheel-engaged controlling-bar into position to be engaged by the car-wheels, and under its final movement to complete the adjustment ofthe said bar and to throw the switch-tongues, and a means for automatically returning the said setting mechanism together with the controlling-bar to their normal positions after the train passes ofi' the said controlling-bar, as set forth.

2. In combination with the main and the siding track sections and switch-tongues that cooperate therewith, which are normally in alinement with the main-track section; of a vertically and longitudinally movable controlling-bar adjacent the main-track section, normally held out of position to be engaged by the passing car-wheel, Ia manually-operated means for shifting the switch-tongues, a connection between the manually-operated means and the controlling-bar adapted when manually actuated to raise the controlling-bar in position to be engaged by the passing carwheel and to lock the said manually-operated switch-setting means to the said shifted position so long as pressure is on the said controlling-bar, and another means for automatically returning the said switch-setting mechanism and the controlling-bar to their normal position when the controlling-bar is relieved from downward pressure, as set forth.

3. In combination with the main and the side sections of a railway-track, and the switch that is normally held in position to permit the passage of cars on the main-track sections; of a controlling-bar arranged adjacent to the maintrack section which is normally in the position below the tread-face of the said main-track section, and a manually-operated means which is cooperatively joined with the switch and with the said controlling-bar, adapted, when actuated to shift the said controlling-bar into position to be engaged by the wh eels of the passing car, and to set the switch and to be locked in said position when pressure is applied to the said controlling-bar, and a means for automatically returning the manually -operated means together with the switch and controlling-bar to their normal positions when pressure is removed from the said controlling-bar, as set forth.

4. In combination with the main and the side sections of a railway-track, and a switch normally in position to permit the passage of cars on the main track, and a vertically and longitudinallj1 movable controlling-bar arranged adjacent to one of the main-track sections; of a manually-operated means joined with the said bar and the switch and adapted to set the said bar in position to be engaged by the wheels of the passing car and to shift the said switch, means for automatically returning the said manually-operated means and the controllingbar joined thereto, to their normal position, and a cushioning device that forms part of the connection that joins the controlling-bar with the manually-operated means for counteracting the normal weight of the controlling-bar, as set forth.

5. In combination with the main and side track sections, and a switch that is normally in alinement with the main-track sections, a vertical and longitudinally-movable controlling-bar that is arranged adjacent to one of the main-track sections, and a manually-operated means joined with the said bar and the switch and adapted to set the said bar in position to be engaged by the wheels of the passing' car and to shift the switch, of a means for automatically returning the said manuallyoperated means and the controlling-bar joined thereto to their normal position, and devices that form a part of the connection that joins the manually-operated means with the con- IOO IIS

trolling-bar for cushioning the normal weight and the down pressure of the controlling-bar, as set forth.

6. In combination with the main and the side sections of a railway-track, and the movable switch-rails, of a'bar pivotally supported adjacent to the main track and normally held in a plane below the upper face of the trackrails adjacent to it, a manually-operated means for raising the said bar into position'to be engaged by the wheels of the passing car, and connections that join the said means with the movable switch the said manually-operated means including dierential acting mechanism whereby to act on the controlling-bar in advance of acting on the switch and to then move the controlling-bar into position to be engaged by the car-wheels and by reason of the car-pressure thereon to thereby lock the manually-operated devices and the switch to their shifted positions, as set forth.

7. In a switch mechanism of the character described, the combination with a main and siding tracks and the switch-blades; of a controlling-bar that is located adjacent one of the main tracks and is normally in the plane below the said track, a manually-operated means that is connected with the said bar and with the switch-blades that is adapted when manually moved to set the controlling-bar into position to be engaged by the wheels of a passing car and to shift the switch-blades, the connections between the controlling-bar and the manually -operated mechanism being so arranged that when the controlling-bar is manually shifted pressure thereon locks the manually-operated devices to the shifted position, and a means for returning the said manuallyoperated devices together with the switchblades and the controlling-bar to their normal position, said devices including a cushion for counter-acting a too sudden return of the said controlling-bar, the switch-blades and their intermediate connections to their normal position.

8. In a switch mechanism as described, the

combination with the switch-tongues, and a controlling-bar mounted adjacent to the mainline track; of toggle-levers that support the said bar, a manually-operated means connected with the said toggle-levers, and the switch-tongues adapted when actuated to first shift the toggle-levers to bring the controlling-bar into position to be engaged by the passing train-wheels, and to then shift the switch-tongues, the said manually-operated means including a rotatable disk, rods connected to the disk and joined with the controlling-bar toggles and with the switch-blades,

vsection and normally disposed with its Lipper face below the upper face of the adjacent track, and away from the said track, the toggle-supports for the controlling-bar, rod connections joined with the said toggles, a lever for throwing the said rod connections, a switch-stand, a disk horizontally rotatable within the said switch-stand, a shaft projected upward from the said disk that carries the signal-blades, a handle connected to the said shaft for rotating it with the disk, a rod connecting the lever that joins with the toggleshifting rod with the said disk, the said disk having a segmental slot, a rod that connects with the switch-blades provided with a stud that enters the slot in the said disk, and a counterpoise connected with the disk for returning it to its normal position, all being arranged substantially as shown and for the purposes specified.

JAMES H. CLARK. Witnesses:

C. H. FLEMING, FRED W. SMITH. 

